Aircraft control



' March '1, 1949.

Filed Nov. 9, 1944 s Sheets-Sheet 1 IN V EN TOR. Ruben 4. Kaiser BY i A TTORNE X R. A. KAISER 2,463,181

AIRCRAFT CONTROL R. A. KAISER 2,463,181

' AIRCRAFT CONTROL March 1, 1949.

Filed Nov. 9, 1944 3 Sheets-Sheet 2 R Q INVENTOR. Roberi A. Kmlver Patented Mar. 1, 1949 AIRCRAFT CONTROL Robert A. Kaiser, Flushin g Heights, Long Island,

N. Y., assignor to Republic Aviation Corporation, Farmingdale, N. Y., a corporation of Delaware Application November 9, 1944, Serial No. 562,699

This invention relates to aircraft controls and proposes a control lever that is operative under conditions and at places where the conventional control lever assembly would be ineffective or inoperative because of its location with reference to, 1

or because of interference with its normal or conventional operation, by structural or other parts of the aircraft.

With this and other objects in view, as will be apparent, this invention consists in the construction, combination and arrangement of parts all as hereinafter more fully described, claimed and illustrated in the accompanying drawings, wherem: i

Fig. 1 is an elevation of the present control lever and coacting controls illustrated in conjunction with an obstruction disposed longitudinally of the cockpit floor, being generally a vertical section along the line ll of Fig. 2;

Fig. 2 is an elevation from one side of the present control;

Fig. 3 is an elevation of the control viewed from its opposite side;

Fig. 4 is a top plan view of the present control with the control lever shown in section; and

Fig. 5 is a bottom view of the control assembly with the connecting aileron push-pull rods eliminated for clearness of illustration.

The conventional control of an aircraft comprises a lever which may be moved in a fore-andaft direction to operate the elevators and laterally' or span-wise to control the ailerons. Thus the conventional control of an aircraft comprises a lever having independent movements in two directions and operative connections between this lever and the controlled surfaces, all of which operate freely and without interference from or by structural parts or components within or forming a part of the cockpit, cabin or other aircraft structure.

In some aircraft, obstructions which would interfere with the normal operations of the conventional type of control lever are built into or incorporated in the aircraft structure or in the cabin or cockpit thereof, such as, for example, a power shaft passing fore-and-aft through the cockpit or cabin. The present invention contemplates a control lever which will operate and function exactly as does the conventional control lever, and at the same time accommodate or operate around any structural part of the aircraft which would ordinarily interfere with the operation of the conventional control. \In short, the present invention is such that its structure avoids or accommodates the obstruction and yet main- 8 Claims. (01. 244-43) tains the characteristic operation of the conventional control lever. It is to be understood, however, that it is not essential to this invention that a power shaft be the sole type of obstruction positioned to interfere with the normal operation of a control lever, and that any interference or structural obstruction embodied in the aircraft and situated to interfere with the normal operation of the control lever will demonstrate the utility of this invention.

In the accompanying drawings Ill designates a fixed structural part of an aircraft, such as the floor of the cabin or cockpit, over which extends the obstruction which the present invention proposes to accommodate. This obstruction is here shown as a tubular power shaft ll extending fore and aft on the approximate longitudinal axis of the aircraft, but it will be manifest that the obstruction may reside in or consist of any structural part or feature of the aircraft so positioned as to impede or interfere with the operation of the conventional control lever. A control lever i3 is positioned above the floor l0 and in the particular arrangement of parts illustrated as one example of the use of this invention, is situated generally above and in the vertical plane of the fore-and-aft obstruction or power shaft II.

In the type of assembly here shown for the control of the adjustable airfoils the push-pull rods 14, for the conventional control of the ailerons, extend spanwise of the aircraft below the floor H] to be connected by any standard linkage system to the controlled airfoils. Above the floor I0 is situated the push-pull rod I5, extending longitudinally of the aircraft to be connected to the elevator by any standard linkage system. The rods ll-l5 and their positions relative to the floor Iii or other structural part of the aircraft form no part of the present invention and are illustrated as shown merely to serve as one example of controls or airfoil operating connections that can coact with the instant control lever assembly. The rod l5 is here shown as substantially parallel to and at one side of the power shaft l l, but it is manifest that it can be located in any other convenient and practical position.

In substantial vertical alignment with the control lever l3, when in its neutral position, the floor i0 is apertured to receive a bracket l6 which is secured within the aperture in any suitable manner. To that end outstanding parallel spaced ears [1, project from the sides of the bracket It to receive and embrace the floor I0 therebetween. Bolts l8 passing through the ears I! and the floor l0 rigidly and fixedly secure the bracket It in place whereby it extends somewhat upon both sides of the floor. It is this bracket l6 which supports the control lever l3 and the components of the control assembly associated therewith.

Lying in a plane transverse to the axis of the power shaft I l and projecting below the floor H], the bracket W has'apairiof spaced, parallel sup porting l-u'gs 1"9. A U-shaped yoke is disposed above the floor in to span and embrace the power shaft H or other obstruction or structural part of the aircraft. The arms 2| of the yokelflpass through appropriate apertures or openingsin' the floor H) upon each side of the bracket lfi to terminate adjacent to and parallel" with'ithe :supporting lugs l9. Pivot pins -Z2,-showiiin theio'rm of bolts, pierce the extremities of the arms 2| and the supporting lugs [9 to thereby pivotally-support the yoke 2! upon the lugs IQ for oscillation or swinging movement in a fore-and-aft'direction,' as indicated by the radius lines in Figs. 2 and 3.

Gehtrally'pivoted; as .att24, to the base of the yoke 12.0 dir'ectlyabove wthewbracketilfi is an operating :arm 2:3 to :which is-.-rigidly secured-the lower ;end of the control :l'ever 13. The control lever-1:3 'is disposed substantially at right-angles to :the '.operating arm .23 ;and 21S :rigidly connected toithe-iinner extremitythereof, *whereby the' control lever It combines with the'arm 23 to l-form what, in effect, is a bellc'r'ank lever', which is neutral-,mas its arm .23 normally extendingifrom the lower end' 'ofttl'ie lever 431111 a plane :parallel to :therfloor 'IB while at' the same time, the controlJeVer-IJS iisynormal to the floor and in approximate centralalignmentwwith the bracket t6. lAsithe controlrlever I:3"-swings:spanwise about its pivot .24, asindicated by the radius lines of Fig. :1, @the e'arm 23 correspondingly swings -in a vertical plane ZbOUtithBSQaITlB .pi-vot.

i-iIl'iepush-pull red I 5 rf'o'r'the :control oraop'era: tionrot'ithe'eelevato'r or selevator's is pivotally attachditoione of the armsfzii cof "theiyo'ke 20 which isrenlargedzat' 25 andlthere apertured;:asrat:26,ifor thatjeiurpose. Theextremity :of 113118 push-ipull rod it!) is inserted in itheiapertureli'fi and is pivotally'iastened therein de y Ea bolt :or other suitable pivot :pin 23; Thuswas :the control ;-lever "I 3 is I movedifore and-ait'foritheiregulatiomof the olevators, :the xyokeflil' will'move correspondingly about the pivotzp'insfl imparting a reciprocating. movement to the rod 15. 'FI'his iore-and-ait movement vzinaiii'ison :of the ;yoke '21! and the controlflever +2 3 'moves the operating arm 23 iin .unisonrawith yoke and ilever in:a fore-.and-aft are about the'axis of the pivot pins 122.

For the operation :ofthe push-pull rods 44 to control 1 or operate the ailerons, a *secondfpair of spaced, :parallel supporting lugs 23 'are provided on the bracket 46 to extend below the afloor m,

and have'the uppe'riextermity ofathevertical arm of :a =bellcrank lever 29 ipivoted thereb etween byithe pins or bolts 32. The'otherarm 231 'oi this -rbellcrank 'lever -29 extends upwardly :and diverges from the amino to zte'rminate at :oribeyond one :side of (the yoke :28 :and iin' the approximate axis }'of the pivot pins :or "bolts -22 \by which the arms 2f! 'of'uthe :yoke zflwa're secured to the supporting lugs :19.

interposed between the end of =the 'zoper ating armww; rigid with the:contro1 lever rl3; and :the' upper extremity to the diverging 'arm "3| 'of the 'bellorank :lever 29 :isaa link :33. At its upper end the 1ink 3?. is' pivotallyconnected; as at-34, to the outeraextremity rOf' -the operating arm 23 and atvits :loweraend is 'connectedby af'Hooke or other 4 adaptable universal joint to the upper extrem ity of the arm 3| of the bellcrank lever 29. It is to be observed that the pivotal axis on which the link 33 swings in a fore-and-aft direction under the impetus of the control lever i3, is coextensive with the pivotal axis about which the extremities10fziahe'arms2| ofitheyoke-flfl swing in alike direction. 1

The push-pull rods IQ for the control and op- Aeration of the ailerons are pivotally secured to .thelower extremity of the bellcrank lever 29 directly'below and in approximate vertical alignvment;zimneutral iposition of the control, with the .iaxis oi-rthezpivot pins 32 about which this bellcrank-lever'swirigswith respect to the bracket l6 and to the supporting lugs 28. This pivotal connection-of ithetrods id is also in substantial vertical alignment with the pivot 24 by which the I control lever l3 and operating arm 23 are pivoted to the yoke. :l'n rshont-, sthe :bellcrankulever rla-smay the said to ihesarlinksonarm 2S rpivoted at-its opposedweznds respectively "to ithe adjoining-extremities :of the pnshepull' :rods' .i l3 :.'and :between; the supportin lugs 1am .thebracket :16. :Between these pivotally connected terminals it :is :provided with an upwardly divergent, laterals-arm. or-:-;extension terminating beyond the sideoictheiyoke-zu in vertieal alignment with :the xollfieirv extremity oi the operating armz. 2 3 and :"the :sapp'roximatehorizontal plane of theraxisrrepresentedby. the. pivot pins 22 about whichatheyyo'ke tflmasarunit swings in aforesand-aft :Iiirection.

The conventional spanwise movement of the control level 3E3, asxindicatrdvbyethe radius. dines inzzFig. 2'1, 188,218.65 thearmlfi cto'zmove in unison withthie lever :aboutwhe pivot :24 dzherebyzswinging .its outeriend either upwardly;orzdownwardly. By means of theslirikhflii'. this movement :of the am -23 :is'" imparted to Jthe''bellcrank .lever 29 through the arm 3! thereof, causing-it rtorswing about itlre pivots3fi2- torreoip-rocate: the pushepull rods M for aileron control. Uponithezconvena tional-fore-and-raft Lmove'ment of; thecontrol lever ilfi; asiindicated-rb sthe radius .lines inrFigs; z'za'nd 1-3, itheryoke z'fl moves ina-unison with :and as ra pa'rtthereof iaboutithemivotsfl'z to impart a correspondingrreciprocating nnovement: :to the push pullirod idizfor elevator :control. :rSince "the axis aof ithe pivotal-connection 'between i the link seems the arni a1 is coextensive withithefaxis of the Lpins 122 by whiohi 'theu loke lfl iisjpivotally moun'ted oni'the :brackt 6; theilink-sflwill imove foreeand aaitzin'iunison'mtthqthe .ayokei2ll but 'without imparting any movement to ctlie bellcrank 1everf29i0r .to thezpush-pullirod :M initherabsence ofspanwise movement of :the controlwlever l3.

iIhejink 33 siscprovidediwith'acfaceiinollar 36 fixed 'ith'ereto medially :of-uits :length rby. which tit may be rotated to adjust its threaded'zextremities 3-1- withzrespect Ito cthemonnectedrcomponents :of the r assembly, 2thus iproviding tmeanswhereby the axis (of the :pivotal sconnectioir between itheilink 33 2 and the arm 31 imay :be ialignedispanwis'ewith the ax-is -:of rtherpivnt pins t zzrtmtl :the-entire :assembly otherwise iadiusted.

:Erom the rioregoing sit -is :manifest :that the control i'lever I 3 1ias fall iof the customary 1 movewise would interfere with *suchirrormal, :c'oi'iventional operation.

While 'ra tubular pnwercshatt rlil iis shown as constituting :itheiohstmction around: *which the present invention operates and to which it accommodates the normal movements of the control lever I3, it is to be understood that the present invention is fully effective in conjunction with any typeof obstruction and can be modified for that purpose without departing from the spirit and scope hereof.

What is claimed is:

1. In an airfoil control the combination with a U-shaped yoke pivoted at the extremities of its arm for fore-and-aft movement, of a control lever pivoted to said yoke for fore-and-aft movement in unison therewith and for independent spanwise movement, a lateral operating arm fixed to said lever for movement with it in either of said directions, a pivotally mounted vertical arm the axis of pivotal movement of the arm bisecting the axis of pivotal movement of said yoke, a transverse'extension on said vertical arm terminating in alignment with the extremity of the lateral operating arm carried by the control lever, a link interposed between the ends of said operating arm and said transverse extension, a pivoted connection between one end of the link and said operating arm, a universal connection between the other end of the link and said transverse extension, having an axis coextensive with the pivotal axis of the yoke when said control lever is in its neutral spanwise position, a connection between the yoke and a controlled airfoil, and a connection between the vertical arm and a second controlled airfoil.

2. The combination with a fixed aircraft structure, of a U-shaped yoke having the extremities of its arms pivoted to said structure for foreand-aft oscillation, a control lever pivoted at one end centrally to the base of said yoke for spanwise swinging movement relative to said yoke and fore-and-aft oscillation in unison with the yoke, a laterally extending operating arm rigid with the control lever at its pivotal connection to the yoke, a vertical arm pivoted at one end between the pivoted terminals of the arms of the yoke on an axis bisecting the pivotal axis of said yoke, a divergent transverse extension of said vertical arm terminating in vertical alignment with the outer end of said operating arm, a link pivoted at one end to the outer extremity of the operating arm, and a universal joint between the other end of said link and the outer extremity of said transverse extension having an axis lying on and coextensive with the pivotal axis of the yoke aforesaid.

3. The combination with a fixed aircraft structure, of a U-shaped yoke having the extremities of its arms pivoted to said structure for fore-andaft oscillation, a control lever pivoted centrally to the base of said yoke for spanwise swinging movement relative to said yoke and fore-and-aft oscillation in unison with the yoke, a laterally extending operating arm rigid with the contol lever at its pivotal connection to the yoke, a vertical arm pivoted at one end between the pivoted terminals of the arms of the yoke on an axis bisecting the pivotal axis of said yoke, a divergent transverse extension of said vertical arm terminating in vertical alignment with the outer end of said operating arm, a link pivoted at one end to the outer extremity of the operating arm, a universal joint between the other end of said link and the outer extremity of said transverse extension, having an axis normally lying on and coextensive with the pivotal axis of the yoke aforesaid, and means for adjusting the effective length of said link.

4. The combination with a fixed aircraft'struc ture, of a U-shaped yoke having the extremities of its arms pivoted to said structure for fore-andaft oscillation, a control lever pivoted centrally to the base of said yoke for spanwise swinging movement relative to said yoke and fore-and-aft osciliation in unison with the yoke, a laterally extending operating arm rigid with the control lever at its pivotal connection to the yoke, a vertical arm pivoted at one end between the pivoted terminals of the arms of the yoke on an axis bisecting the pivotal axis of said yoke, a divergent transverse extension projecting from said vertical arm adjoining its other end and termir nating in vertical alignment with the outer end of said operating arm, a link pivoted at one end to the outer extremity of the operating arm, a universal joint between the other end of said link and the outer extremity of said transverse extension having an axis normally lying on and coextensive with the pivotal axis of the yoke aforesaid, means for adjusting the efiective length of said link, an airfoil operating connection secured to said yoke, and a second airfoil operating connection secured to the outer free extremity of said vertical arm.

5. The combination with a fixed aircraft structure, of an inverted U-shaped yoke having the extremities of its arms pivoted to said structure for foreand-aft oscillation, a control lever pivoted centrally to the base or said yoke for spanwise swinging movement relative to said yoke and fore-and-aft oscillation in unison with the yoke, a lateral operating arm fixed to the control lever, a vertical arm pivoted at one of its ends on an axis parallel to the axis of pivotal movement of the control lever relative to the yoke and bisecting the pivotal axis of the yoke, an angularly disposed extension of said vertical arm divergent from said arm adjoining its free end and terminating in substantial alignment with the outer end of the lateral operating arm and on the pivotal axis of the yoke, a link pivoted at one end to the outer extremity of the lateral operating arm aforesaid, a universal joint between the other end of said link and the outer extremity of said divergent extension having an axis approximately coextensive with the pivotal axis of the yoke, connections for airfoil adjustment pivoted to said vertical arm at the free end thereof below said divergent extension, a second connection for airfoil adjustment pivoted to said yoke, and means for adjusting the effective length of said link.

6. In an airfoil control the combination with a support mounted to oscillate about a pivotal axis, of a control lever mounted on said support to swing about a pivotal axis at right angles to the axis of the support, a lateral operating arm fixed to said lever to project beyond the limits of said support, an arm normally coextensive with the control lever in neutral and pivoted on an axis parallel to and spaced from the pivotal axis or the control lever for its movement relative to the support, and an operative connection between said last arm and the lateral operating arm whereby said arms swing simultaneously about their respective pivotal axes under the impetus Of the control leve 7. The combination with the control lever of an aircraft having a pre-determined neutral position, of 'a support for said lever whereby it may oscillate fore-and-aft or spanwise to and from said neutral position, a connection whereby the fore-and-aft movements of said lever may opera ueen-1:

REFERENCES arm The following references are of record inthe file of this patent: 

